Carbureter.



W. H. C. HIGGINS, JR.

CARBURETER. AP PLICATION HLED MAR. 8. I913.

Patenteul Oct. 26,1915.

3 :SHEEISSHEET l.

W. H. C. HIGGINS, .IR.

CARBURE TE R.

APPLICATION FILED MAR-8.19l3.

Patented Oct. 26, 1915.

3' SHEETS-SHEET 2.

W.YH. c. (HIGGINS, In.

CARBURETER.

APPLICATION FILED MAR. 8, 1913.

Patented Oct. 26, 1915/ 3 SHEETS-SHEET 3.

I manifold 1nd the air chamber A clowns CARBUEETEEQ I T (I\ c 21. citizen. of the United-mines, [e-

new and useful improvement in Carbuttello'wir of which the :i s}

carburetors particularly tl'iose cerln etc-rs which are designed fqr use in the b the hem YOlll JllO and less as kerosene, disuliste end the like.

it is iilustrzzteri dllgifilll'llilllljlmili3] in one form in the scconmsnyiug druwiu where- Figure l 15 side carburetor and with pr end elevation pin bu en:

is :1 vertical on llOl'lg line 3-.

section along line l iliorizontsl section throu curbiu-eter along the line 55 Fig. l is a section along line 66 oi Like parts are indicated by like i: all cf the several The nmniiiold iv Ems two branches A, 1& which lead respectively is the rave cylinder of the engine which for the sake of clezrrness no here shown ultliougn it lillgiltbe any type of combustion engine. T :e hinges A." are giir-in'idcd for convenience in :iltucl'iing the inn'ui'iold and in supporting it from the engine cylinders. 'llic sir clmu'iber i is attnched to the manifold by tl 1o cup s rews A, is open :11, the top and has projecj, therefrom en elbow k which to the air supply pipe N. ".Fbis air supply pipe A has two branches; one leads to a hot air jacket [2? around the exhsu 1 pipe and the other 4! 11 draws cool air from the :u'vinos pliers. The shutter valve A. is pivoted in the supply pipe A. and adapted by its position to vary the relative amount of hot or cold air drawn in. The butterfly valve A is located in the pipe A bel'u'o branches and the Llbow A and is adm tted to be operated at the will the o i-miter to incr' 'ise i in starti' Fig. l is at -uectc the c it :1 sist The carburetor li itseli 15; mounted on the the open top cf the air chamber A? and the opening" 8 leading through the Wall of the Specification. of Letters ldtcnt.

plicution filed kl-Isrch 8, 3.913. Serial No. 752,906.

manifold into theinterior thereof. The cap screws B hold the curbureter in posltioli.

J5. mlre seat l5" rests upon the top of the n'iziniliold and the top of the air chamber, and the sliding valve slides upon that seat being guided thereupon by the shoulders B on the inner will of the carbureter. The carburetor consists of? suction in vacuum curoureting or mixing chamber B having at its bottom this slide valve 18 This slide 'izilre is provided with an aperture B therethijough so that air may be drmvn through the supply pipe to the aperture into the vacuui chamber B and thence through the port B into the menifold. A connecting rod B and link B leads to control by a connection not shown so that the cerbureter may be control ed in responseto the conditions of the I or if desired this connection may end to a llllilllltllY opcratei device. It will is noted that the aperture B in the slide valve B" in regis'er with the opening B l carburecing chamber 3 and when the alve in the position. shown in Fig. 8 the air passes the openii'ig B and the opening B Whein however. the valve is Withdrawn it will tend to bring the opening B partially at least out of register with the openings B and 1 mit air to pass in around the end of the valve B The shutter 13" is adjustable acres the opening B so as to change the relative areas of the discharge left through the openings B and B and through B around the end of the valve. Thus, as the valve drawn to the left the 0 ing B will be closed by the end of the valve the opening B will be closed and the opening around the end of the valve Will be open. The parts preferably will be arranged so that this will result in a decrease both of the discharge openin into the manifold and the suction opening leading from the'air chamber into the suction or carbureting' chamber. The relation might be anything tlult experience showed tobe desirable although under ordinary circumstances it will be found that as the opening leading into the manifold decreases it would be necessary to decrease the intake opening less rapidly since with a decreased amount of air it would probably be desirable to supply a decreased amount of liquid fuel and this may be done only by decreasing the vacuum.

' vided with a solid jacket D nozzle C being controlled The If while the discharge port decreases it still increases with respect to the intake port this situation would prevail, that is to say, the vacuum or suction would be decreased and a suitable mixture would still be supplied.

This, of course, is not positive and under some circumstances it might be desirable to change the relations. In fact, experience shows that for every engine and every type it is necessary to change the relations and therefore this discussion'is merely for the purpose of illustration.

The oil and water supply chambers-C C are kept supplied with oil and water from any suitable source of supply through the pipes C C The liquid floods the chambers up to the levels of the wells C C and then discharges through the overflow C C to the main reservoirs. The liquid-from these two chambers is fed through the supply nozzles C made up of the inner sleeve 0 and outer sleeve C and the screen C. A passage C through the sleeve C access of the material which passes through the screen to the interior of the sleeve C. A passageC permits the liquid from the interior of the cylinder C to enter the interior of the cylinder C whence it passes down into the opening C through the fuel in its passage by the needle valve C. In practice it is necessar ditions although they have been adjusted they may always be returned to the same adjustment for the same en 'ne.

The c amber D is provided for the purpose of priming the engine with gasolene. Thisdischarges into the interior of the carbureting chamber through the valve which is made upof a sleeve or pipe D and proextending down to a point adjacent the bottom of the tank. orts l) lead'through the sleeve or ipe 1 from the top of the chamber formed etween it and the jacket into the interior. The needle valve D controls the passage of the material to the parts D into the pipe whence it passes down through the wire strainer D to theinterior of the carbureting chamber. V

For the purpose of filling the priming chamber with gasolene and for generally priming the carbureter manifold a pipe E is provided which leads from a suitable source of gasolene or other highly volatile combustible fuel not shown through a ball check valve E into a vertical passage or chamber E This chamber or passage communicates with the horizontal passage E which discharges into a pump barrel E into which reciprocates a pump plunger E The passage E also communicates through the ball check valve E with the passage E which passage'is in communication throughpermits to manipulate these valves to suit con practice shows that once the passage E past the ball valve E with the passage E leading to and discharging into the priming chamber D. The spring E tends normally to keep the ball valve closed on its seat and resist the discharge of the liquid into the priming chamber.

The passage F leads from the passage E to the passage F being controlled by the petcock F manipulated by the handle F 3 which when in the position shown in Fig. 2 leaves. the passage open and when at right angles thereto would close the passage and compel all the liquid to pass through the passage E against the ball valve E The pipe F leads down through the wall of the manifold to the spray head F. This spray head is provided with three spray apertures, one F, discharging upwardly toward and into the carbureter, the other two, F, discharging horizontally toward and through the end of the manifold. It will be evident that when the valve F is in the position shown in Fig. 2 and the pump is manipulated on each upward stroke of the pump gasolene will be drawn into thepump, and on the downward stroke will be expelled through the pipe F and spray head F some of the material being violently projccted into the carbureter. Thus a few strokes of the piston will fillthe carbureter manifold and all connections with finely divided gasolene preparing a satisfactory starting mixture. The valve will then be at rightangles to the position shown in Fig. 2 and if the pumping movement has continued the priming chamber will be filled with gasolene ready to run the engine for its initial start. i v

The cup G supported on the bottom of the manifold by the cap screw G is provided about its sides with the openings G and contains the padding or wick G and has the openings Gr along its upper edge. For the purpose of heating the manifold preferably kerosene or gasolene is squirted into this cup to saturate the wick. Gasolene makes a quick flame without smoke and is therefore preferably used, It heats the manifold so as to prevent precipitation of the gasolene in starting and so as to facilitate starting of the engine.

It will be evident that, while I have' shown in my drawings an operative device, still many changes might be made in size, shape and arrangement of parts without dcparting materially from the spirit of my invention, and I wish, therefore, that my drawings be regarded as in a sense diagrammatic.

The use and operation of my invention are as follows: The operator will first place the starting valve in the position shown in Fig. 2. He will then make a few strokes of the pump until gasolene has been sprayed into the manifold anduntil the manifold and carburetcr have both been filled With a satis factory supply of gasolene to mix with the and form a combustible mixture. The 6&1."ll1%lll itself will on. the action of the pump be filled. with the spray so that when U a. later time the engine is turned. over to ucl: gasolene from the carburetor there will e I10 breul: in the supply of fuel and at either suction stroke the piston will draw into the cylinder carburetcd a-ir. L l leanwhile, the cup beneath the manifold will have-been filled with gasoleiue and allowed. to heat the manifold and lo a certain extent the carburetor to prevent precipitation of the finely divided gasoleue which however volatile, is likely to be precipitated at very low temperature. l ith the manifold full of the carbureted mixture the operator will move the handle to the position marked 1 and continue puiuping'until lie fills the prinr chamber. He will. turn oli the oil and War/er valves and turn oil the butter-ll y valve A. to substantially close the air intake. He will then start the engine in the usual manner the first stroke drawing the finely olivided gasolcne and air mixture to the engine. When. the first charge is fired the engine will then start drawing up first the gasolene inixture from the manifold and carburetiug chamber and subsequently frorh the gasolene primiug reservoir through the carbureting chamber and manifold without break or interruption of the carburetcd mixture. As soon the engine takes hold the operator will open the valve A and permit air to flow freely through the intake pipe. Depending on conditions he will .u'ianipulate the shutter A to control the relative pro portions of hot and cold air. It may be necessary to have it hot or cold. as the case may be or any mixture between these two limitations. This experience will show. The engine will then run on gasolene only for a short period, a few minutes only being; necessary in coldest Weather. Illx oeriencc shows that these engines will heat up even in zero weather on less than a pint of gasd lcne of such temperature lhut kerosene and water may then be turned on and the engine run. exclusively on kerosene and water after gasoleue in the priming chamber has been exhausted.

Experience shows that when combustion.

engines are to be started in cold Weather it is frequently desirable to prime the cyliuders with liquid gasolene but experience also shows that when this done and the engine is started the gasoleue in the cylinder will be sullicient to explode on one stroke but as the engine turns over cold uncaroureted air will be drawn from the manifold and carburetor into the cylinder and the impulse of one explosion will. frequently not be sullicient to.

one or more cylinders although for the sake of convenience l have applied it to a two cylinder engine.

1. A carburetor comprising a carbureting chamber.v liquid rescrvoi discharging thereinto, a manifold through which the carburetor discharges, a pump and means for controlling it to inject liquid fuel in u finely dividecl condition into the manifold and carluu'cting chamber and means for controlling it to pump liquid into one of said liquid reservoirs.

A. carburetor cimiprisiug a carburcting chamber, liquid reservoirs discharging thereinto, a manifold through which the carbureter discharges, a pumo and means for coni'olling it to inject liquid fuel in u finely dividrdv condition into the manifold and carburctiug chamber. means for controlling it to pump liquid into one oi said liquid reservoirs, and :1 housing containing said pinup, reservoirs and carburetingr chumber allv lll lixcd relation each to the other.

in testimony whereof. l all'ix my signature in the presence of two witnesses this 20th day of .l cbruary, 191-3.

vVIlJlilAldI ll. C. HIGGINS, JR.

l /ilncsses: v i

J. llnor'r, C. A. LEWIS. 

